Automatic stoker mechanism.



N. M. LOWER.

AUTOMATIC STOKER MECHANISM. APPLICATION FILED IuIIEzB.. I-IIIs.`

Patented Mar. 19, 1918.

5 SHEETS- SHEET 2.

wITNEssr-:s INvEN-ron N; M. LOWER.`

AUTOMATrc STUKEB MEcHAmsM.

5. SHEETS-snm s WITNESSES N. M. LOWER.4 AUTOMATIC STOKER'MECHANISNI.PPLICATIQN FILED JUNE 2H. 1915.

1,259,643.A Patented Mar. 19, 191s.

wl'rNEssEs INVENTOR UNITED sTATEs PATENT oEEioE.4

NATHAN M. LOWER, 0F SCHENECTADY, NEW YORK, ASSIGNOITO 'LOCOMOTIVE-STOKEB. COMPANY, 0F PITTSBURGH, PENNSYLVANIA, A CORIORATION 0FPENNSYLVANIA.

AUTOMATIC STOKER MECHANISM.

Specification of Letters Patent.

Patented Mar. 19, 1918.

Application led I une 28, 1915. Serial No. 36,809.

'resident of Schenectady, in the county of Schenectady and State of NewYork, have invented a new and useful Improvement in Automatic StokerMechanism, of which the following is a specication. l

This invention relates to Stoker mechanism for supplying fue] to thefire. boxes of steam boilers. One object of the invention it to provideimproved mechanism of this 'kind which enables the fuel to be suppliedat several diierent uniform or stable rates to compensate for varyingconditions of fuel consumption, or, in other words, lStoker mechanismwhich can be controlled to per init stable operation of the boiler atany desired rate of input of fuel to the tire box.

Moststolrer mechanisms, and particularl;T locomotive stoker mechanism.which is only one forni to which the invention may be applied, areoperated b v a Huid pressure engine, such as a compressed air or steamengine, a gas engine or the like.- These engines are builtto runl at afixed or set speed, being usually provided with governor devices toconfine the speed closely to that which is most economical in theparticular engine, and they cannot be setto run at any one of a'numberof dilterent speeds. even by manipulation of the throttle, due tovariations inl load or the pressure of the fluid supply. which changesthe rate ot deliver;7

of the power to the engine. Another object of the invention is thereforeto provide power operated stolzer mechanism embodying a driving engineand devices so arranged as to permit said engine, preierabli7 whilerunning, to be setto run at any desired stable or uniform speed. so asto maintain uniforin any particular rate of feed ofthe fuel to the firebox.v

Further objects of the invention are in part obvious and in part willappear more in detail hereinafter.

In the drawings, which represent one enibodimeiit of the invention,Figure, 1 is an end elevation ofa locomotive equipped with' automaticstolzer mechanism embodying the invention; is a longitudinal sectionalviewthereof, with the stoker mechanism in side elevation: Fig. 3 isadetail sectional view on the line of the engine Crank shaft. some partsbeing shown in elevation, and illustrating the governor device andthecon rthe usual fire box.

nectionto the automatic stoker mechanism; Fig. 4 is a detail sectionalview on the line 4-4-., Fig. 3, and showing some of the parts inelevation; Fig. 5 is a detail sectional view on the line 5-5, Fig. 3,the governor weights being in retracted position; Fig. 6 is a detailsectional view on the line 6-6, Fig.

3, the governor weights being in their outer position; Fig. 7 is a viewcorresponding to F ig. 5, the governor weights being shown in theirouter positions; Fig. 8 is a detail view of a lever; Fig. 9 is a crosssectional detail On the line 9-9, Fig. 3; and Figs. 10 and 11 arediagrammatic views showing the eccen tric of the governor device, andparts associated therewith, in two different positions.

The invention may? be applied to any forni of stoker mechanism, such asautomatic Stoker mechanism for a stationair;T steam boiler installation,a marine boiler, or any other power plant employing a tire boxVV forproducing heat.. For convenience of illustration, it has been shown inthe drawings as applied to automatic locomotive stoke mechanism, whichmay be. of any suitable type, such for example, as either of the Stokermechanisms shown in my prior applications, Serial Nos. 672,334, filedJanuary 20, 1912, and 726,108, filed October 16, 1912, and it will beunderstood that any of the devices shown in said applications may beused in connection with the present invention. In the drawings. theautomatic locomotive Stoker mechanism is illustrated as of the saineconstruction and arrangement as in the patent to C. F. Street-1,130,443, dated March 2. 1915. and will therefore vbe onlv brieflydescribed, it. being understood that. r

all features ot the mechanism shown for supplying the fuel from thetender to t-he locomotive fire box are the same as shown in said patent.

Referring to the drawings, the Stoker mechanism is shown applied to anengine l and tender Q. the engine being provided with The Stokermechanism comprises a suitable crushing mechanism 3. shown as of the jawtype, located on the ten'- der, and which delivers the crushed Jfuel toY a chute' or conveyor l through which it travels 'to afuel receptacle5,' preferably located beneath. the deck of the locomotive. As' will beunderstoodi the. crushing mechanism 3 may be omittediand the fuelsupplied to the tender in a. crushed condition for de livery directly bygravity or through a suitable conveyer to the fuel receptacle 5. Thefuel is conveyed from thc receptacle 5 to the lire box by an endlesschain provided with a series of buckets, said chain working in a hollowconduit, the two legs 6 of which are located at the sides of theordinary ring opening. The conveyor chain is guided by and runs oversprockets 7, the upper one of which is on a shaft 8 carrying a wormWheel driven by a worm 9 on the crank shaft l() of a suitable fluidpressure engine, such as a steam engine' or the like. The bucketsdeliver the fuel to a hopper 9a from which it flows by one or more`conduits 9b to one or a plurality of fuel injecting devices 9, whichforce or inject it into vthe locomotive fire box. These fuelinjectingdevices may be of any suitable :form and require no further description,but they are shown as of the same type illustrated in the Street patentreferred to, and are operated by steam pressure controlled. by cammechanism 9", so as to produce operations of the several. injectors atvarying intervals, depending upon the ad justment of the cam devices.

The steam engine is illustrated at A, vits crank shaft 10 beingconnected by suitable gearing to the shaft carrying the upper sprocket7, as before described. -.'l`he engine A may be of any suitable form,say a gas engine or a fluid pressure operated engine 4run either bycompressed air, steam or the like. In the drawings it is shown as asteam engine. It is equipped with. some suitable` form of governlngdevice or devices enabling the engineto be set, preferably whilerunning, so as to run at any one of a number of predetermined s eeds andtherefore maintain uniform` or sta le the speed of operation of theentire locomotive Stoker mechanism. This enables fuel to be supplied tothe fire box within very narrow limits at a uniform or fixed rate, whichrate may be varied in accordance with the required conditions of fuelconsumption at any particular. time or under any given runningconditions. The fireman can therefore speed up his entire locomotiveStoker mechanism when the train is traveling up a grade or is unusuallyheavy, or may decrease its speed when on the level or on a down grade orwith a light train.

One suitable form of governor device suitable for this purpose isillustrated' in Figs. 3 to 9 of the drawings, and is` of the same formas that illustrated and described in my rior application for enginegovernor, led Eebruary 6, 1914, Serial No. $16,925.

The wrist pin of the engine crank shaft is shown at 1 1. This crank andthe governor mechanism are inclosefl withinpa suit able casing 12, fromwhich the valve rod or stem 13 projects, saidA rod or stem boingconnected at one end in any suitable manner to the enginevalveoontrollng devices, and at its other end to a nipple 1l t n a strap15 encircling an eccentric 16. The eccentric is pivotally mounted on apostlT set in a disk 18 which is fixed upon the shaft 10.

The usual governing weights, of which any number may be used, two beingillustrated, are designated 19 and 2l), being pivoted upon posts 21, Q2set in the disk 18, said weights being connected by a. link 23. Theweights are retracted by the usual springs 24, 25 connected thereto andat their opposite ends anchored to the disk 1S, at 26 and 27. Saidgoverning weights are also connected to the eccentric, 1G by means of a'link 28 attached to one of them, 1S?, at the point 29. Y

As so far described the governor is without novel features. In theabsence of other elements the outward movement of the governing weights,due to centrifugal forces in excess of the spring tension, swings theeccentric 16 about its pivot 17 so as to cause its center to approachthe center of the shaft 10, thereby decreasing the throw of the valverod 13 and valve and4 reducing the supply of steam to the engine ltheusual manner, thus tending to maintain a uniform fixed speed. Additionalnipchanism is provided in order to augment the spring tension tocorrespond at different speeds with the augmentation of the effectivecentrifugal force as the weights move out, and thereby prevent theaction known as pounding, and to also vary the speed at which thegovernor will act without changing the springs and without stopping theengine, to thereby enable the engine vto be operated at several dierentuniform speeds.

This is 'accomplished by introducing an additional spring attached atone end to the eccentric 16 and at the other end to the free end of alever which is swung backwardly by the shifting of theeccentric'responsive to the outward movement of the weights; and thereis also provided a manually shifted fulcrum for said lever, enabling notonly the tension of the supplemental spring tobe varied` but also itselongation, due to the movenient of the weights. which elongation may bevaried to correspond with the centrifugal force of the weights.

Said lever is marked 30 and vis pivotalljv attached. at 31to theeccentric 16 and at -the other end to a supplement-al spring 32' securedat the far side of the eccentric, although not necessarilydianietrically opposite the point 31, it. being only important that thepoints of attachment of the lever and spring to the eccentric be uponopposite sides of the radius t'o the center` of the shaft 10 in whichthe pivot 1i' is located. The fulcrum of the lever preferably takes theform of an antifriction roller 3l carried by a sleeve 35 rotatable andslidable` upon the shaft 10. Movement of the eccentric from the positionof Fig. 4, where the Weights are'retracted. toward the position in Fig.G, vvhere the vveights are at their outer position7 stretches the spring32 bhv separating the points of attachment of its ends, the eccentricbeing carried to the right and the freeend of the lever 30 to the left.The spring 32 therefore not only supplements the springs 2i, 25, by itsinherent tension, but the increase of its pull is rapidly augmented bythe lever action, as the spring is stretched from both ends.

The lever 30 is provided with an oblique channel 36 across its innerface for engagement. by the roller 3l, which is so located that-its axisis oblique to the engine shaft. The shifting of the fulcrum along'thechannel has the effect of sivinging the lever upon its pivot, thereb;vchanging the tension of the spring 32, and this action is augmented bvvarying the depth of the channel from end to end, its greatest depthbeing at the .end most remote from the pivot 31. The sleeve 35 isshiftable longitudinally by a hand lever 3T. located for convenientaccess by the fireman, and mounted upon a shaft 38 which extends out,through the casing l2. said shaft carrying a yoke 39 lying Within thecasing-and having arms connected by links 4:0 to studs l upon a shiftingannuius 42 associated with the sleeve. i

The sleeve 35 bears directly upon the for- Ward end of the shaft 10, asat 43. At its rearward end it is counterbored t-o loosely receive asleeve l-l which fits upon the shaft, the extreme' end of the sleeve 35being enlarged to form a hub l5 Within which is located a ball bearingcasing 46. the inner member of which is mounted upon thel sleeve le andabuts against a flange thereof. The shifting annulus l2 is held betweenan annulus 17 secured to the hub 55 as by being threaded on a flange i8thereof and an annulus :L9 on the sleeve el, al Wear plate 5l beingpreferably interposed between the annulus 47 and the annulus 4t2.

An annular vve'ar plate 52 is fixed upon the shaft l0 back of theannulus i9 and bears against the 'inner end of a box 53 vvithin'vvhichone portion of the shaft 10 journaled. For locking the annulus 52 to theshaft there are provided tvvo semicircular plates 5l. 55. 1vhich it-Within a recess of the annulus 52 and are secured thereto b v stud ordovvel pins 56,` 5T. en tering recesses in the annulus. 54. 5.3, arealso seated in a circumferential channel inthe shaft 10.`said channelbeing*- interrupted bv stop shoulders 5S. 59. enten ing recesses-inplates 5l. 55. are held against radial outward movement bv the vvalls ofthe recess `int-he plate 52 in 60 fitting loosely vWithin a recess inthe arch The plates,

Said platesV the-eccentric. 16. supplemental spring fleverO. and fulcrum34. ivhen the engine 1s parts in anyv one of a number of different`positions.

When the lever 3T is in the position shovvn in Fig. 3 the fulcrum roller3l occupies the outer end and deepest portion of the oblique channel -inthe lever 30 and is located at the mairiinum distance from the pin 31attaching thenlever 30 to the eccentric. The spring 32 isnovv underminimum tension and the governor acts at the lowest desired speed andmaintains said speed uniform so as to operate the entire stolzermechanism slovvltv and produce a sloiv, uniform stable feed of the fuelto the locomotive lire box. Shifting the hand lever 3T to the. rightfrom the position shown in Fig. 3 advances the fulcrum roller 3l alongthe inclined channel in the lever 30. which increases the tension of thespring 32 to corre spond vvith the increased centrifugal force of the.higher speed of the governor vvcights when the-T are in against theshaft. The advance of the fulcrum point along the. oblique track alsochanges the leverage of the spring 30 so that the movementI of theWeights outward at the .high-er speed gives an increased elongation 'ofthe' spring corresponding vvith the augmented increase of centrifugalforce of the Weights from in to out position. at the higher speeds.Therefore at the positions of theflever 3T to the right of that shovvnin 3 the engine will run at uniform and stable speeds higher than thatIat vvhich it Will "run in the posi tion shown. so that the entiremechanism vvill operate at a higher rate ot' speed aait produce alarger. but nevertheless unifori 4 suppl'v of fuel to the locomotivefire box.

Sleeve 3.3 is rotatalflle on the shaft 10 not only; to enable thefulcrum roller to move.-

valong the oblique channel in the lever 30, but also to provide formovement of said roller therebv reducing the friction and permitting.,i'ree angular movement of the sleeve incidentto the action of thegovernor.

The action produced bv the stuiplemental spr-ing'32. lever3u andshift-able fulcrum 3l isb s ti-llustrated in the diagrammatic vievvs.Figs-lt) and 1l. In Fig. 10 the position of 32.

at rest and the adjustment is for lovv speed of the mechanism. isindicated in full lines. The `positions of these parts when the crum 34shifted to provide for a higher engine speed, are indicated in` fulllines, and their positions with the weights moved out,

' in dotted lines. Y It 'will be herey observed that as the fulcrum hasbeen moved nearer to the pivot 31, as in Fig. 10, the movement of thefree end of the lever' 30 to the left, due to the movement of theeccentric, is increased, thereby securing a greater augme`ntation ofcentrifugal force as the weights move out at the higher speeds, thanresults at lower speeds. Y All of the springs 24, 25 and 32 have a re-Vtractiug effect upon the Weights 19 and 20.

While three springs are preferably used situations may arise in whichthe spring 32 alone will be-sullicient to retract the weight,

in which case the springs '24 and 25 may be di ensed with.

n operation the locomotive fireman adjusts the entire Stoker mechanismby manipulation of the lever 37 so as to supply the fuel to thelocomotive fire box at the proper rate to maintain a. uniform fire underthe existing running conditions. If the requirements of the enginedemand a large steam supply the fuel must be delivered to the lire boxmore rapidly, and the' lever 37 is ,pushed V ove'r'to the right to setthe engine to' run at ga lhigher bui-nevertheless uniform speed so "asto speed up the operation' of the entire .Stoker mechanism. On the'other hand,

when .the engine is hauling a light train or is traveling on the levelor on a down grade, so thatlonly a small steam supply is necessary, thielever 37 can be pushed over to the left to set the engine to run at alower iixed speed,` The engine drives not only the conveyerrmechanismfor carrying the fuel from the tender to the locomotive, but also thecrusher devices for breaking up the fuel,

* which of course are of a size calculated to deliver all the fuel thatthe conveying mechanism can take care of. The engine also controls theoperation of the fuel injecting devices, which in the form shown arecontrolled by cam devices driven by the conveying mechanism. Therefore,the speed of the engine determines the operation of the entire stokermechanism and consequently the rate of supply of the fuel to all partsof the re box. |What- I claim isl- 1. The combination with a. locomotiveand tender, of means for transferring fuel from the tender to thelocomotive, a fuel injector receiving from said transfer means anddelivering the fuel to the locomotive fire box, and a motor having aplurality of constant speed rates for driving said conveyer andcontrolling said injector.

2. The combination with a locomotive and tender, of means fortransferring fuel from the tender to the locomotive, a fuelv injectorreceivin from said transfer means and delivering t e fuel to thelocomotive tire box, a motor having ay plurality of constant speed ratesfor driving said conveyer and controlling said injector, and means forchanging from one motor speed rate to another while the motor is inoperation.

3.' The combination with a locomotive and tender, of Stoker mechanismfor conveying the fuel from the tender to the locomotive fire box anddistributing it over the lire therein, and a motor for driving saidstoker mechanism having a plurality of different uniform rates of speedand adapted to vary the quantity of-fuel delivered to the fire box in agiven unit of time without affecting its distribution therein.

4. The combination with a locomotive and tender, of stoker mechanism forconveying fire box and distributing it over the iire therein, a motorfor driving said Stoker mechanism -having a plurality of differentuniform rates of speed and adapted to vary the quantity of fueldelivered to the lire box in a iven unit of time without affecting itsdistribution therein, and means for changing from one motor speed rateto vanother while the motor is in operation.

5. The combination with a locomotive and tender, of stoker mechanism forsupplying the fuel from the tender to the locomotive re. box,intermittently operating devices for distributing the fuel over the tiretherein, a multiple-speed engine for driving said mechanism j andcontrolling said devices, and means for changing from one engine speedtov another while the engine is in operation.

6. The combination with a locomotive and tender, of means fortransferring fuel from the tender to the locomotive, a fueldistributingmeans receiving from the transfer means and delivering the fuel to thelocomotive fire box, and a motory having a plurality of constant speedrates for driving said transferring means and controlling said fueldistributing means.

.7. The combination with a locomotive and tender, of means fortransferring fuel from the tender to the locomotive, a rfuelydistributer receiving from said transferring means and delivering thefuel to the locomotive ii e box, a. motor havinga plurality of constanspeed rates for Vdriving' sa` transferring means and controlling saiddistributer, and

' the fuel from the tender to the locomotive 10' f live'red to the firebox in e given unit of time Without infecting. its distribution therein.

i @-9. The combination with a. locomotive and tender, of a `Stokermechanism for automatically supplying' fuel from the tender to the firebed in the locomotive Ifire box, and a motor for driving said Stokerhaving a. p1u. rality of different uniform rates of speed and adapted tovary the quantity of fuel delivered to the fire box in a 'ven unit oftime without aectin its distribution therein, and means for c :ingingfrom one motor speed rate to another Whlle the motor isV inf operation.

In testimony whereof, I have hereunto set i n my hand. l

' *NATHAN M. LOWER. l Witnees: CLrnE S'. MCCURDY,

J oHN W. `RANDALL.`

